WO2011099157A1 - Système d'alimentation électrique et véhicule équipé de ce système - Google Patents

Système d'alimentation électrique et véhicule équipé de ce système Download PDF

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Publication number
WO2011099157A1
WO2011099157A1 PCT/JP2010/052166 JP2010052166W WO2011099157A1 WO 2011099157 A1 WO2011099157 A1 WO 2011099157A1 JP 2010052166 W JP2010052166 W JP 2010052166W WO 2011099157 A1 WO2011099157 A1 WO 2011099157A1
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WO
WIPO (PCT)
Prior art keywords
power
power supply
storage device
supply device
charging
Prior art date
Application number
PCT/JP2010/052166
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English (en)
Japanese (ja)
Inventor
遠齢 洪
憲治 板垣
義信 杉山
好志 中村
広隆 渡辺
木村　健治
琢朗 中山
良治 水谷
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/052166 priority Critical patent/WO2011099157A1/fr
Publication of WO2011099157A1 publication Critical patent/WO2011099157A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a power supply system and a vehicle on which the power supply system is mounted, and more particularly to a circuit configuration of a vehicle that can be charged using electric power from a power supply outside the vehicle.
  • a vehicle that is mounted with a power storage device (for example, a secondary battery or a capacitor) and travels by using a driving force generated from electric power stored in the power storage device as an environment-friendly vehicle.
  • a power storage device for example, a secondary battery or a capacitor
  • Such vehicles include, for example, electric vehicles, hybrid vehicles, fuel cell vehicles, and the like.
  • the technique which charges the electrical storage apparatus mounted in these vehicles with a commercial power source with high electric power generation efficiency is proposed.
  • a vehicle capable of charging an in-vehicle power storage device (hereinafter also simply referred to as “external charging”) from a power source outside the vehicle (hereinafter also simply referred to as “external power source”).
  • external charging an in-vehicle power storage device
  • external power source a power source outside the vehicle
  • plug-in hybrid vehicle in which a power storage device can be charged from a general household power source by connecting a power outlet provided in a house and a charging port provided in the vehicle with a charging cable. ing. This can be expected to increase the fuel consumption efficiency of the hybrid vehicle.
  • Patent Document 1 in a power supply device for a vehicle including a plurality of power storage devices, receives power supplied from a power source outside the vehicle and supplies charging power to the plurality of power storage devices simultaneously.
  • the structure provided with the charging device which can do is disclosed.
  • a main relay for switching between supply and interruption of power from the power storage device may be provided between the power storage device and the driving device.
  • a power path for charging the power storage device with external power may be connected between the main relay and the driving device.
  • the main relay generally has a relatively large capacity in order to cope with a large power such as a driving power of a vehicle.
  • a large capacity relay may have a large driving power. Therefore, when the main relay having a large driving power is driven during external charging with relatively low power compared to when the vehicle is traveling, the charging efficiency may be reduced due to the influence of the power consumed by the main relay. .
  • the present invention has been made to solve the above-described problems, and an object thereof is to improve the charging efficiency of a power storage device in a power supply device equipped with a power storage device that can be charged using electric power from an external power source. It is to let you.
  • a power supply system includes a first power supply device (for supplying power to a load device.
  • the first power supply device includes a first power storage device that can be charged using power from an external power supply
  • the first connection unit includes a first connection unit and a second connection unit, and the first connection unit is inserted into a power path connecting the first power storage device and the load device, and is loaded from the first power storage device to the load.
  • the second connecting portion is inserted in a power path connecting the positive and negative electrodes of the first power storage device and the external power source, and the first power storage device is connected from the external power source to the first power storage device. Switching between power supply to and shutoff.
  • the power supply system further includes a control device for controlling the first connection unit and the second connection unit.
  • the control device disconnects the first connection unit and connects the second connection unit.
  • the power supply system further includes a second power supply device.
  • the second power supply device includes: a second power storage device corresponding to the first power storage device of the first power supply device; a third connection portion corresponding to the first connection portion of the first power supply device; 4th connection part corresponding to the 2nd connection part of one power supply device.
  • the first power supply device and the second power supply device are connected in parallel to the load device.
  • the load device includes an inverter, and a first converter and a second converter connected in parallel to the inverter.
  • the first power supply device is connected to the first converter
  • the second power supply device is connected to the second converter.
  • At least one of the first power supply device and the second power supply device is an optional battery that can be added or removed as necessary.
  • the optional battery has a connector for electrically connecting to a load device and an external power source.
  • the first power storage device includes a plurality of battery units connected in series.
  • the driving power for driving the second connection portion is smaller than the driving power for driving the first connection portion.
  • the vehicle according to the present invention can be charged using electric power from an external power source, and a driving device for generating a driving force of the vehicle, a chargeable power storage device, a first connecting portion, and a second connecting portion.
  • the first connection unit is inserted in a power path connecting the power storage device and the drive device, and switches between supply and interruption of power from the power storage device to the drive device.
  • the second connection portion is inserted in a power path connecting the positive electrode and the negative electrode of the power storage device and the external power source, and switches between supply and interruption of power from the external power source to the power storage device.
  • the charging efficiency of the power storage device can be improved.
  • FIG. 1 is an overall block diagram of a vehicle equipped with a power supply device according to a first embodiment. It is a whole block diagram of the vehicle of a comparative example. 4 is a flowchart for illustrating details of a relay opening / closing control process executed by the HV-ECU in the first embodiment. It is a figure which shows the modification of a power supply device.
  • FIG. 6 is an overall block diagram of a vehicle equipped with a power supply device according to a second embodiment.
  • FIG. 12 is an overall block diagram of a vehicle equipped with a power supply device according to a modification of the second embodiment.
  • FIG. 6 is an overall block diagram of a vehicle equipped with a power supply device according to a third embodiment.
  • FIG. 1 is an overall block diagram of a vehicle 100 equipped with a power supply device 110 according to the first embodiment.
  • vehicle 100 includes a power supply device 110, a PCU (Power Control Unit) 120 that is a drive device (load device), a motor generator 130, a power transmission gear 140, a drive wheel 150, and a DC. / DC converter 160, auxiliary load 170, auxiliary battery 180, air conditioner 190, and HV-ECU (Electronic Control Unit) 300 as a control device.
  • PCU Power Control Unit
  • the power supply device 110 includes a power storage device 111, a system main relay SMR1 (System Main Relay), and a charging relay CHR1.
  • SMR1 System Main Relay
  • CHR1 Charging relay
  • the power storage device 111 is a power storage element configured to be chargeable / dischargeable.
  • the power storage device 111 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, and a power storage element such as an electric double layer capacitor.
  • the power storage device 111 is connected to the PCU 120 via the power line PL1 and the ground line NL1. Power storage device 111 supplies power for generating driving force of vehicle 100 to PCU 120. The power storage device 111 stores the electric power generated by the motor generator 130. The output of power storage device 111 is, for example, about 200V.
  • the power storage device 111 may have, for example, a configuration in which a plurality of the above-described secondary batteries and power storage elements are connected in series. And service plug SP1 is connected in series in the middle of this secondary battery connected in series. The service plug SP1 functions as a safety switch for forcibly shutting off the circuit during maintenance or the like. For example, the contact is opened when an external casing (not shown) of the power supply device 110 is opened. Configured as follows.
  • System main relay SMR1 includes relays SMRB1, SMRG1, and SMRP1, and a resistor R1.
  • Relays SMRB1 and SMRG1 have one end connected to the positive electrode and the negative electrode of power storage device 111, respectively, and the other end connected to power line PL1 and ground line NL1 connecting power supply device 110 and PCU 120, respectively.
  • Relay SMRP1 is connected in parallel to relay SMRB1 together with resistor R1 connected in series.
  • Relays SMRB1, SMRG1, and SMRP1 are independently controlled by a control signal SE1 from HV-ECU 300 to switch between power supply and cutoff between power storage device 111 and PCU 120. Since each relay of system main relay SMR1 connects and cuts off a large electric power for driving vehicle 100, a relay contact having a relatively large current capacity and physique is generally used. Therefore, the drive current for driving the relay can naturally be large.
  • the resistor R1 functions as a current reducing resistor for reducing an inrush current that flows suddenly to charge the capacitor C1 when the system main relay SMR1 is closed.
  • relays SMRG1 and SMRP1 are first closed. Then, after the capacitor C1 is charged with a low current, the relay SMRB1 is closed and the relay SMRP1 is opened.
  • Charging relay CHR1 includes relays CHRB1 and CHRG1. Relays CHRB1 and CHRG1 have one end connected to the positive electrode and the negative electrode of power storage device 111, respectively, and the other end connected to power line PL2 and ground line NL2 connecting power supply device 110 and charging device 200, respectively.
  • the charging relay CHR1 is closed in the case of external charging in which the power storage device 111 is charged with electric power from the external power source 500. Since the power at the time of external charging is smaller than the power at the time of driving the vehicle 100, the charging relay CHR1 can be smaller than the system main relay SMR1.
  • Charging relay CHR1 can be provided outside power supply device 110, but the voltage from power line PL1 and ground line NL1 is applied to the charging path outside power supply device 110 when vehicle 100 is traveling. In order to avoid this, it is desirable to provide the charging relay CHR1 inside the power supply device 110.
  • PCU 120 includes a converter 121, an inverter 122, and capacitors C1 and C2.
  • Converter 121 is connected to power line PL1 and ground line NL1, and power line HPL and ground line NL1.
  • Converter 121 is controlled by control signal PWC from HV-ECU 300, and performs voltage conversion between power line PL1 and ground line NL1, and power line HPL and ground line NL1.
  • the inverter 122 is connected to the converter 121 via the power line HPL and the ground line NL1. Inverter 122 is controlled by control signal PWI from HV-ECU 300 to convert the DC power supplied from converter 121 into AC power for driving motor generator 130. Inverter 122 converts AC power generated by motor generator 130 into DC power that can charge power storage device 111.
  • Capacitor C1 is connected between power line PL1 connecting power supply device 110 and PCU 120 and ground line NL1, and reduces voltage fluctuation between power line PL1 and ground line NL1.
  • Capacitor C2 is connected between power line HPL and ground line NL1, and reduces voltage fluctuation between power line HPL and ground line NL1.
  • the motor generator 130 is an AC rotating electric machine, for example, a permanent magnet type synchronous motor including a rotor in which a permanent magnet is embedded.
  • the output torque of the motor generator 130 is transmitted to the drive wheels 150 via a power transmission gear 140 constituted by a speed reducer and a power split mechanism, thereby causing the vehicle 100 to travel.
  • the motor generator 130 can generate electric power by the rotational force of the drive wheels 150 during the regenerative braking operation of the vehicle 100. Then, the generated power is converted into charging power for the power supply device 110 by the PCU 120.
  • FIG. 1 shows a configuration in which one motor generator is provided, the number of motor generators is not limited to this, and a configuration in which a plurality of motor generators are provided may be employed.
  • a necessary vehicle driving force is generated by operating the engine and the motor generator 130 in a coordinated manner.
  • vehicle 100 in the present embodiment indicates a vehicle equipped with an electric motor for generating vehicle driving force, and is a hybrid vehicle that generates vehicle driving force by an engine and an electric motor, an electric vehicle that is not equipped with an engine, and a fuel cell. Includes automobiles.
  • the HV-ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, and inputs signals from each sensor and outputs control signals to each device.
  • the vehicle 100 and each device are controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).
  • HV-ECU 300 generates and outputs a control signal for controlling PCU 120, system main relay SMR1, and the like. Further, HV-ECU 300 receives the voltage and current of power supply device 110 detected by a sensor (not shown) included in power supply device 110, and the state of charge of power supply device 110 (hereinafter also referred to as SOC “State of Charge”). )).
  • the HV-ECU 300 is configured as one control device. However, for example, for each function or control target device, such as a control device for the PCU 120 or a control device for the power supply device 110. It is good also as a structure which provides a separate control apparatus.
  • Vehicle 100 further includes a DC / DC converter 160, an auxiliary load 170, an auxiliary battery 180, and an air conditioner 190 as a configuration of a low voltage system (auxiliary system).
  • auxiliary system a low voltage system
  • DC / DC converter 160 is connected to power line PL1 and ground line NL1, and steps down the DC voltage supplied from power supply device 110 based on control signal PWD from HV-ECU 300.
  • DC / DC converter 160 supplies electric power to the low voltage system of the entire vehicle such as auxiliary load, 170 auxiliary battery 180 and HV-ECU 300 via power line PL3.
  • the auxiliary battery 180 typically includes a lead storage battery.
  • the output voltage of auxiliary battery 180 is lower than the output voltage of power supply device 110, for example, about 12V.
  • the auxiliary machine load 170 includes, for example, lamps, wipers, heaters, audio, and the like.
  • Air conditioner 190 is connected to power line PL1 and ground line NL1, and air-conditions the interior of vehicle 100.
  • vehicle 100 includes a charging device 200 and an inlet 210 as a configuration for charging power storage device 111 with electric power from outside the vehicle.
  • the inlet 210 is provided on the body of the vehicle 100 in order to receive AC power from the external power source 500.
  • a charging connector 410 of the charging cable 400 is connected to the inlet 210.
  • the plug 420 of the charging cable 400 is connected to the outlet 510 of the external power source 500 (for example, a commercial power source), so that the AC power from the external power source 500 passes through the electric wire portion 430 of the charging cable 400. Transmitted to the vehicle 100.
  • a charging circuit breaker also referred to as “CCID (Charging Circuit Interrupt Device)”
  • CCID Charging Circuit Interrupt Device
  • the charging device 200 is connected to the inlet 210 via the power lines ACL1 and ACL2.
  • Charging device 200 is connected to charging relay CHR1 through power line PL2 and ground line NL2.
  • Charging device 200 is controlled by control signal PWE from HV-ECU 300, and converts AC power supplied from inlet 210 into charging power for power storage device 111.
  • FIG. 2 is an overall block diagram of a vehicle 100X that is a comparative example of the embodiment of the present invention shown in FIG.
  • the power supply device 110 in FIG. 1 is replaced with a power supply device 110X.
  • power supply device 110X includes power storage device 111, system main relay SMR1, and charging relay CHR1, similarly to power supply device 110 of FIG. However, power supply device 110X is different in that power line PL2 and ground line NL2 are connected to power line PL1 and ground line NL1.
  • the system main relay SMR1 employs a relay having a larger current capacity and driving power than the charging relay CHR1, so that the power consumed to drive the system main relay SMR1 is charged during charging. Efficiency may be reduced.
  • a voltage is also applied to the auxiliary device such as the DC / DC converter 160 and the PCU 120 during external charging.
  • These devices include a capacitive element such as the capacitor C1, a stray capacitance of the device body, and the like. Therefore, when a voltage is applied to these devices, it is considered that electric power for charging these capacitance components is required.
  • a discharge resistor (not shown) for discharging the electric charge stored in the capacitor C1 after the vehicle has been operated may be provided in parallel with the capacitor C1, and in this case, the discharge resistor is used during charging. Electric power may be consumed. As a result, the efficiency during external charging may be reduced, and the life of the device may be reduced.
  • charging relay CHR1 is connected to power storage device 111 without passing through system main relay SMR1 as in power supply device 110 of FIG.
  • system main relay SMR1 When external charging is performed, only the charging relay CHR1 is closed while the system main relay SMR1 is kept open. Further, by opening system main relay SMR1, the charging path is electrically disconnected from PCU 120 and the auxiliary device during external charging. Therefore, with such a configuration, power consumption by the system main relay SMR1 and other devices can be suppressed during external charging, so that charging efficiency during external charging can be improved.
  • FIG. 3 is a flowchart for explaining details of the relay opening / closing control process executed by the HV-ECU 300 in the first embodiment.
  • Each step in the flowchart shown in FIG. 3 is realized by calling a program stored in advance in HV-ECU 300 from a main program and executing it at a predetermined cycle.
  • dedicated hardware electronic circuit
  • HV-ECU 300 determines in step (hereinafter abbreviated as “S”) 100 whether external charging has started. This is determined based on whether charging cable 400 is connected to vehicle 100 and external power supply 500, whether charging is already in progress and charging device 200 is activated.
  • HV-ECU 300 opens charging relay CHR1 in S140 and system main relay in S150. SMR1 is closed.
  • HV-ECU 300 opens system main relay SMR1 in S160 and charges in S170. Open the relay CHR1.
  • the relay can be controlled to be opened and closed so as to improve the charging efficiency during external charging.
  • the power supply device includes one power storage device in FIG. 1, the number of power storage devices is not limited thereto.
  • the power storage device may be configured to include a plurality of power storage devices (or battery units).
  • FIG. 4 shows a modification of the power supply device according to the first embodiment.
  • the power supply device 110 in FIG. 1 is replaced with a power supply device 110 #.
  • the description of some of the same equipment and elements as in FIG. 1 is omitted.
  • power supply device 110 # includes battery units 112 and 114 connected in series between power line PL1 and ground line NL1.
  • the output voltages of battery units 112 and 114 are smaller than the output voltage of power storage device 111 of power supply device 110 in FIG. 1, and the sum of the output voltages of battery units 112 and 114 corresponds to the output voltage of power storage device 111.
  • the number of battery units is not limited to two, and more than two battery units may be connected in series as long as a voltage corresponding to the output voltage of power storage device 111 can be output. In this manner, by configuring the power storage device by combining a plurality of low-voltage battery units, different output voltages can be easily obtained depending on the combination method. In addition, even if some secondary batteries or power storage elements in the battery unit fail, repair can be done by replacing some battery units without replacing the entire power storage device. You can also expect to save money and time.
  • Battery unit 112 includes a battery module 113 in which a secondary battery and a storage element are connected in series, a system main relay SMR3, and a charging relay CHRB3.
  • System main relay SMR3 includes relays SMRB3, SMRP3, SMRG3, and resistor R3.
  • battery unit 114 includes a battery module 115, a system main relay SMR4, and a charging relay CHRG3.
  • System main relay SMR4 includes relays SMRB4 and SMRG4.
  • the positive electrode of the battery module 113 is connected to the power line PL1 via the relay SMRB3.
  • the negative electrode of battery module 113 is connected to the positive electrode of battery module 115 through relays SMRG3 and SMRB4.
  • the negative electrode of battery module 115 is connected to ground line NL1 via relay SMRG4.
  • Relay SMRP3 is connected in parallel to relay SMRB3 in a state of being connected in series with resistor R3, similarly to relay SMRP1 in FIG.
  • the battery modules 113 and 115 are provided with service plugs SP3 and SP4, respectively, similarly to the power storage device 111 of FIG.
  • Charging relay CHRB3 has one end connected to the positive electrode of battery module 113 and the other end connected to charging device 200 via power line PL2. Charging relay CHRB3 has one end connected to the negative electrode of battery module 115 and the other end connected to charging device 200 via ground line NL2. As in the configuration of FIG. 1, during external charging, charging relays CHRB3 and CHRG3 are closed while system main relays SMR3 and SMR4 are open.
  • the power path from the charging device (power line PL2, ground line NL2 in FIG. 4) is connected via the charging relay.
  • a configuration for improving charging efficiency during external charging in a vehicle including a plurality of power supply devices will be described.
  • a case where two power supply devices are provided will be described as an example.
  • a configuration including three or more power supply devices may be employed.
  • FIG. 5 is an overall block diagram of vehicle 100A equipped with power supply devices 110 and 110A according to the second embodiment.
  • vehicle 100A has a configuration in which power supply device 110A having the same configuration as power supply device 110 described in FIG. 1 is added to the configuration of FIG. In FIG. 5, description of elements overlapping with FIG. 1 will not be repeated.
  • power supply device 110 ⁇ / b> A is connected to PCU 120 in parallel with power supply device 110.
  • Power supply device 110A includes a power storage device 111A, a system main relay SMR2, and a charging relay CHR2.
  • the power storage device 111A is provided with a service plug SP2.
  • System main relay SMR2 includes relays SMRB2, SMRP2, SMRG2, and resistor R2, and is controlled by a control signal SE3 from HV-ECU 300.
  • Charging relay CHR2 includes relays CHRB2 and CHRG2, and is controlled by a control signal SE4 from HV-ECU 300. .
  • power supply device 110A Since each device included in power supply device 110A has the same configuration as power supply device 110 described in FIG. 1, detailed description will not be repeated.
  • control shown in FIG. 3 When the control shown in FIG. 3 is applied to the configuration of the second embodiment, for example, in the process of step S110 in FIG. 3, a plurality of power supply devices may be controlled simultaneously, The control of FIG. 3 may be individually applied to each of the power supply devices, and may be controlled independently.
  • the power supply device 110A in FIG. 5 is configured as a detachable option battery that can be additionally mounted on the vehicle when necessary for long-distance traveling or the like. explain.
  • FIG. 6 is an overall block diagram of a vehicle 100B equipped with a power supply device according to a modification of the second embodiment.
  • the power supply device 110A in FIG. 5 described in the second embodiment is replaced with a detachable power supply device 110B.
  • the circuit configuration of the power supply device 110B is basically the same as that of the power supply device 110A of the second embodiment, and description of elements overlapping with the power supply device 110A will not be repeated.
  • the power supply device 110B further includes connector portions 116B and 117B.
  • the connector portions 116B and 117B can be respectively connected to the connector portion 116 connected to the power line PL2 and the ground line NL2, and the connector portion 117 connected to the power line PL1 and the ground line NL1, and connect the respective connector portions. As a result, a circuit similar to FIG. 5 is formed.
  • the power supply device 110 ⁇ / b> B has two connector portions.
  • the connector portion may be a single connector portion in which the connector portions 116 ⁇ / b> B and 117 ⁇ / b> B are integrated, or a single power line and ground line. It is good also as a structure made into a connector part.
  • information SPEC related to the specifications of the power supply device 110B is transmitted from the control unit 118B included in the power supply device 110B to the HV-ECU 300.
  • the HV-ECU 300 may detect the connection of the power supply device 110B and perform control in consideration of the power supply device 110B based on the information SPEC regarding the specification of the power supply device 110B.
  • the driver of the vehicle starts control of the power supply device 110B based on information of the power supply device 110B input via an input unit (not shown), or starts control of the power supply device 110B in response to connection of the connector unit. You may make it do.
  • Embodiment 3 describes a configuration in which a plurality of converters corresponding to a plurality of power supply devices are included in a PCU in a vehicle including a plurality of power supply devices. By adopting such a configuration, even when the output voltages of the power supply devices are different, a plurality of power supply devices can be used in parallel.
  • FIG. 7 is an overall block diagram of a vehicle 100C equipped with the power supply device according to the third embodiment.
  • the PCU 120 in FIG. 5 is replaced with a PCU 120A.
  • the description of the same elements as those in FIGS. 1 and 5 will not be repeated.
  • PCU 120A further includes a converter 121A and a capacitor C3 in addition to the configuration of PCU 120 in FIG.
  • Converter 121 ⁇ / b> A is connected in parallel to converter 121 with respect to inverter 122.
  • Converter 121A is connected to power supply device 110A through power line PL3 and ground line NL3.
  • Converter 121A is controlled by control signal PWC2 from HV-ECU 300, and voltage conversion is performed between power line PL3 and ground line NL3, and power line HPL and ground line NL1.
  • control signal PWC1 is controlled by control signal PWC1.
  • Capacitor C3 is connected between power line PL3 and ground line NL3, and reduces fluctuations in voltage between power line PL3 and ground line NL3.
  • the output voltages of the converters 121 and 121A are substantially controlled by appropriately controlling the converters 121 and 121A, respectively. Can be adjusted to the same voltage. Thereby, the power supply devices 110 and 110A can be operated in parallel. As a result, it is possible to prevent a momentary output drop at the time of switching the power supply device, and to cope with a case where a large amount of power is required temporarily.
  • the power supply device 110A may be an optional battery by applying the modification of the second embodiment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention porte sur un dispositif d'alimentation électrique (110) inclus dans un système d'alimentation électrique qui comporte : un dispositif d'accumulation d'électricité (111) qui peut être rechargé en utilisant l'énergie électrique prise sur une alimentation électrique extérieure ; un relais principal de système (SMR1) qui commute entre la fourniture d'énergie électrique prise sur le dispositif d'accumulation d'électricité (111) à un PCU (120), et la coupure de l'alimentation ; et un relais de recharge (CHR1) qui est intercalé entre une ligne d'alimentation électrique (PL2) et une ligne de masse (NL2), qui connectent les électrodes positive et négative du dispositif d'accumulation d'électricité (111) à l'alimentation électrique extérieure précitée (500), et qui est constitué de manière à commuter entre la fourniture d'énergie électrique prise sur l'alimentation électrique extérieure précitée (500) et le dispositif d'accumulation d'électricité (111) et la coupure de l'alimentation. En outre, le relais principal de système (SMR1) sera ouvert et le relais de charge (CHR1) fermé lorsque le dispositif d'accumulation d'électricité (111) doit être rechargé à l'aide de l'énergie électrique prise sur l'alimentation électrique extérieure (500). Ceci améliorera le rendement de la recharge lors de la recharge extérieure.
PCT/JP2010/052166 2010-02-15 2010-02-15 Système d'alimentation électrique et véhicule équipé de ce système WO2011099157A1 (fr)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012172685A1 (fr) * 2011-06-17 2012-12-20 トヨタ自動車株式会社 Système d'alimentation électrique, véhicule doté de celui-ci et procédé de commande de système d'alimentation électrique
WO2014087603A1 (fr) * 2012-12-06 2014-06-12 パナソニック株式会社 Dispositif d'alimentation électrique à bord d'un véhicule
EP2765670A4 (fr) * 2011-10-04 2016-02-17 Toyota Motor Co Ltd Système d'alimentation électrique pour véhicule électrique, et procédé de commande
EP3046198A1 (fr) * 2015-01-16 2016-07-20 Toyota Jidosha Kabushiki Kaisha Système de stockage d'énergie électrique
EP3670241A4 (fr) * 2017-08-14 2020-08-19 Nissan Motor Co., Ltd. Système de source d'alimentation pour véhicule

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57183030U (fr) * 1981-05-15 1982-11-19
JP2007124813A (ja) * 2005-10-28 2007-05-17 Toyota Motor Corp 電源装置
JP2009131077A (ja) * 2007-11-26 2009-06-11 Toyota Motor Corp 車両の電源装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57183030U (fr) * 1981-05-15 1982-11-19
JP2007124813A (ja) * 2005-10-28 2007-05-17 Toyota Motor Corp 電源装置
JP2009131077A (ja) * 2007-11-26 2009-06-11 Toyota Motor Corp 車両の電源装置

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012172685A1 (fr) * 2011-06-17 2012-12-20 トヨタ自動車株式会社 Système d'alimentation électrique, véhicule doté de celui-ci et procédé de commande de système d'alimentation électrique
JPWO2012172685A1 (ja) * 2011-06-17 2015-02-23 トヨタ自動車株式会社 電源システムおよびそれを備えた車両ならびに電源システムの制御方法
EP2765670A4 (fr) * 2011-10-04 2016-02-17 Toyota Motor Co Ltd Système d'alimentation électrique pour véhicule électrique, et procédé de commande
WO2014087603A1 (fr) * 2012-12-06 2014-06-12 パナソニック株式会社 Dispositif d'alimentation électrique à bord d'un véhicule
EP3046198A1 (fr) * 2015-01-16 2016-07-20 Toyota Jidosha Kabushiki Kaisha Système de stockage d'énergie électrique
EP3670241A4 (fr) * 2017-08-14 2020-08-19 Nissan Motor Co., Ltd. Système de source d'alimentation pour véhicule

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